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90-23-13: 90-23-13 FOKKER: Amendment 39-6803. Docket No. 90-NM-219-AD. Applicability: Model F-28 Mark 0100 series airplanes, Serial Numbers 11244 through 11286, 11289, 11291 through 11293, 11295, 11297, 11300, 11303, 11306, 11308, 11310, 11312, and 11314, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of flight path control during automatic flight, accomplish the following: A. Within 5 days after the effective date of this AD, incorporate the following changes into the Limitation Section of the FAA approved Airplane Flight Manual. This may be accomplished by inserting a copy of this AD in the AFM. 1. Section 2.01.01 - Delete the following statements if incorporated in the "Kinds of Operation" paragraph in this section. - CAT II approach. Compliance with FAA AC 120-29 has been demonstrated. - CAT IIIA approach. Compliance with FAA AC 120-28C has been demonstrated. - Autoland. Compliance with FAA AC 20-57A has been demonstrated. 2. Section 2.08.01 - a. Delete the following paragraphs: - Autopilot. - CAT II Approach (AP Coupled Only). - ILS Approach. b. If a "GA MODE" paragraph is incorporated, delete the following text: "During approach, after land 2/3 is annunciated until 500 feet above ground level (AGL), certain autopilot (AP) monitors are not available. It is the pilot's responsibility to monitor the AP performance during this phase. In case of a go-around (GA) during this phase, the AP shall be disconnected before triggering the TOGA lever." c. If an "Aircraft Equipment" paragraph is incorporated, this paragraph must be deleted. d. The following limitations must be added to Section 2.08.01: "AUTOPILOT - The autopilot must not be used in the take-off mode. The autopilot must not be used below 1,500 feet AGL." B. Within 5 days after the effective date of this AD fabricate a placard which states:"The autopilot must not be used in the take-off mode. The autopilot must not be used below 1,500 feet AGL." Install this placard in full view of the pilot in the cockpit. C. Within 14 days after the effective date of this AD, perform an inspection of the autopilot primary servomotors in accordance with Fokker Service Bulletin F100-22-021, dated August 22, 1990. If the jumper wires are missing, prior to further flight, replace the affected servomotor with a modified unit, in accordance with the Fokker service bulletin. NOTE: The Fokker service bulletin references Collins Alert Service Bulletin SVO-1000-22-A05, Revision 1, dated August 22, 1990, for additional instructions. D. Following the inspection required by paragraph C. of this AD, and modification, if necessary, the changes to the flight manual and the placard required by paragraphs A. and B. of this AD may be removed. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6803, AD 90-23-13) becomes effective on November 26, 1990.
2016-16-03: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Models FU24-954 and FU24A-954 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracked elevator torque tubes. We are issuing this AD to require actions to address the unsafe condition on these products.
2016-15-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of operator inability to open the main passenger door following severe hot soak conditions. This AD requires the incorporation of a new configuration to the passenger door external handle detent to enhance the performance across the full range of the airplane operating temperatures. We are issuing this AD to prevent thermal expansion and permanent deformation at severe hot soak conditions, creating high friction between the spring pot housing and the slider that could result in inability to open the main passenger door and impede evacuation in the event of an emergency.
2001-10-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires removing certain foam filters from the cabin ducting installation located below the dado panels on the left- and right-hand sides of the airplane. The actions specified by this AD are intended to prevent an increased risk of spreading a fire or failure of the cabin to pressurize adequately if certain foam filters are installed. This action is intended to address the identified unsafe condition.
90-11-01: 90-11-01 BOEING OF CANADA, LTD., DEHAVILLAND: Amendment 39-6752. Final Rule of priority letter AD. Docket No. 90-CE-36-AD. Applicability: Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD unless previously accomplished within the last 25 hours TIS prior to the effective date of this AD. To prevent failure of the elevator pushrod assembly due to fatigue cracking, and the subsequent loss of control of the airplane, accomplish the following: (a) Remove the aft elevator control quadrant to elevator control horn pushrod from the airplane and remove the rod ends from both ends of the pushrod. (b) Visually inspect the pushrod and rod ends to ensure they are not bent, corroded, cracked, or damaged, and that the rod end bearings are free to rotate. (c) Thoroughly clean the rod ends and inspectfor cracks using a high sensitivity fluorescent dye penetrant. (d) Prior to further flight, using serviceable parts, replace any pushrods, rod ends or bearings which are bent, corroded, cracked or seized. Retain all defective parts for possible future examination by the FAA for 60 days after the date of the inspection. If the FAA has not requested this part before that time, properly dispose of the defective parts. (e) Within one week following the inspections specified in paragraphs (b) and (c) of this AD, submit a written report of the result of the inspections to include whether or not damage was found, part number(s) involved, extent, location, and description of any damage found. Submit the report to the FAA, Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581; Telephone (516) 791-6220; Facsimile (516) 791-9024. If the inspections were made previous to this AD, forward the requested data within one week of receiptof this AD. (Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056.) (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance or an adjustment of the compliance time of this AD may be approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581; Telephone (516) 791-6220; Facsimile (516) 791-9024. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. This amendment (39-6752, AD 90-11-01) becomes effective on November 16, 1990, to all persons except those to whom it has already been made effective by priorityletter from the FAA dated May 21, 1990.
2022-25-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by a report that a Model A319 airplane lost the right-hand front windshield in flight. Due to the design similarity, this condition can also exist or develop on Model A300, A300-600, and A310 series airplanes. This AD requires repetitive inspections and electrical test measurements (ETMs) of the affected parts, and applicable corrective actions, and prohibits the installation of affected parts under certain conditions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-14-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440), Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600- 2D15 (Regional Jet Series 705), Model CL-600-2D24 (Regional Jet Series 900), and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of undesirable changes in the Reference Airspeed (RAS) Bug, occurring during flight without pilot input. This AD requires replacing the flight control computer (FCC). We are issuing this AD to prevent uncommanded pitch changes, which could result in deviation from a safe flight path.
2001-10-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-135 and EMB-145 series airplanes. This action requires revising the FAA-approved Airplane Flight Manual to prohibit in-flight auxiliary power unit (APU) starts, and installing a placard on or near the APU start/stop switch panel to provide such instructions to the flight crew. This action is necessary to prevent flame backflow into the APU compartment through the eductor during in-flight APU starts, which could result in fire in the APU compartment. This action is intended to address the identified unsafe condition.
2001-09-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that currently requires a one-time inspection to detect cracking of the main landing gear (MLG) pistons, and repair or replacement of the pistons with new or serviceable parts, if necessary. This amendment requires, among other actions, repetitive dye penetrant and magnetic particle inspections to detect cracks of the MLG pistons; repair and replacement of discrepant parts; and installation of a preventative modification; as applicable. This amendment also provides for an optional terminating action for certain MLG pistons. This amendment is prompted by additional reports of failure of the MLG pistons during towing of the airplanes. The actions specified by this AD are intended to prevent fatigue cracking of the MLG pistons, which could result in failure of the pistons and subsequent damage to the airplane structure or injury to airplane occupants.
2016-14-09: We are superseding Airworthiness Directive (AD) 2014-14-06 for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, - 113, -114, and -115 airplanes; Model A320-111, -211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. AD 2014-14-06 required inspecting the aft engine mount retainers for surface finish, cracks, and failure, and replacement if necessary. This new AD requires repetitive inspections for damaged, cracked, broken, and missing aft engine mount retainers, and replacement if necessary. This AD was prompted by inspection results that have shown that the main cause of crack initiation in the aft engine mount retainers is the vibration dynamic effect that affects both retainers, either with ``dull'' or ``bright'' surface finishes. We are issuing this AD to detect and correct failure of retainer brackets of the aft engine mount and consequent loss of the locking feature of the nuts of the inner and outer pins; loss of thepins will result in the aft mount engine link no longer being secured to the aft engine mount.
2010-22-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Analysis performed in the frame of the Extended Service Goal has led Airbus to modify the inspection programme [modification of thresholds, intervals and associated configurations] which is currently required by DGAC (Direction G n rale de l'Aviation Civile) France AD F-2005-001. This modified inspection programme is necessary to detect and prevent damage associated with a structural fatigue phenomenon of the rear spar internal angle and the tee fitting located in the centre wing box. This condition, if not corrected, could affect the structural integrity of the centre wing box. * * * * * The unsafe condition is reduced structural integrityof the wings. We are issuing this AD to require actions to correct the unsafe condition on these products.
2004-16-12: This amendment supersedes three existing airworthiness directives (AD); applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. One AD currently requires modification of the nacelle strut and wing structure for certain Boeing Model 767-200, -- 300, and --300F series airplanes powered by Pratt & Whitney engines. The second AD currently requires a similar modification for certain Boeing Model 767-200, -300, and -300F series airplanes powered by General Electric engines. The third AD currently requires repetitive inspections for cracking of the outboard pitch load fittings of the wing front spar, and corrective action if necessary, for certain Boeing Model 767-200 series airplanes. The third AD also provides a terminating action for the repetitive inspections, which is optional for uncracked pitch load fittings. This amendment requires, for airplanes subject to the first and second existing ADs on which certain modifications have been accomplished previously, reworking the aft pitch load fitting, and installing a new diagonal brace fuse pin. This amendment also requires, for airplanes subject to the third existing AD, replacing the outboard pitch load fitting of the wing front spar with a new, improved fitting, which terminates certain currently required repetitive inspections. The actions specified by this amendment are intended to prevent fatigue cracking in primary strut structure, which could result in separation of the strut and engine from the airplane. This action is intended to address the identified unsafe condition. \n\nDATES: Effective September 21, 2004. \n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 21, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin 767- 57A0070, Revision 1, dated November 16, 2000, was approved previously by the Director of the Federal Register as of May 14, 2001 (66 FR 21069, April 27, 2001). \n\n\tThe incorporation by reference of Boeing Service Bulletin 767-54- 0081, dated July 29, 1999, was approved previously by the Director of the Federal Register as of May 7, 2001 (66 FR 17492, April 2, 2001). \n\n\tThe incorporation by reference of certain publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 5, 2001 (66 FR 8085, January 29, 2001). \n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of October 17, 2000 (65 FR 58641, October 2, 2000). \n\n\tThe incorporation by reference of Boeing Service Bulletin 767-57- 0053, Revision 2, dated September 23, 1999, was approved previously by the Director of the Federal Register as of July 24, 2000 (65 FR 37843, June 19, 2000).
47-32-06: 47-32-06 BELL: (Was Mandatory Note 6 of AD-1H-1.) Applies Only to Model 47B Serial Numbers 5, 8, 9, 10, 11, 12, 15, 16, 20, 21, 22, 24, 25, 26, 27, 30, 31, 35, 36, 37, 39, 41, 42, 43, 45, 51 and 52. Compliance required before next flight. Replace the 14ST pillow blocks 47-120-111-1, on the main rotor hub, with 4340 steel pillow blocks, 47-120-111-5, and inspect the hub assembly in accordance with Bell Service Bulletin 47C45 (Revised) dated May 27, 1947. In order to avoid possible structural failure of pillow blocks if extreme misapplication of flight controls are applied, reference "Flight Manual" 47B Series, Section II, paragraph 14B.
88-24-51: 88-24-51 BOEING CANADA, DE HAVILLAND DIVISION: Amendment 39-6107. Final copy of telegraphic airworthiness directive, issued December 9, 1988. Applicability: Model DHC-8-100 series airplanes, Serial Numbers 1 through 126, certificated in any category. Compliance: Required within the next 50 hours time-in-service, unless previously accomplished. To preclude the possibility of deformation or jamming of the elevator control system, accomplish the following: A. Remove inspection panels 121 BL and 121 BR or the floor panel in flight compartment aft of center console, and inspect the elevator control quadrant levers, Item 160/Part Numbers 82710146-101 (left side) and 82710146-102 (right side), for correct installation. Ensure that the curved portion of each lever points forward. B. If both left and right levers curve forward, no further action is necessary and the inspection panels may be reinstalled. C. If either lever curves rearward, inspect the associated push rod for evidence of bending or binding. Replace, prior to further flight, any incorrectly installed levers and damaged push rods with new or serviceable units, as applicable. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, New York Aircraft Certification Office. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. Amendment 39-6107 was effective earlier to all recipients of Telegraphic AD T88-24-51, issued December 9, 1988. This amendment (39-6107, AD 88-24-51) becomes effective January 27, 1989.
2016-13-16: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of a manufacturing oversight, in which a supplier omitted the required protective finish on certain bushings installed in the rear spar upper chord on horizontal stabilizers, which could lead to galvanic corrosion and consequent cracking of the rear spar upper chord. This AD requires an inspection or records check to determine if affected horizontal stabilizers are installed, related investigative actions, and for affected horizontal stabilizers, repetitive inspections for any crack of the horizontal stabilizer rear spar upper chord, and corrective action if necessary. We are issuing this AD to detect and correct cracking of the rear spar upper chord, which can result in the failure of the upper chord and consequent departure of the horizontal stabilizer from the airplane, which can lead to loss of control of the airplane.
2016-14-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by reports of water leakage from the potable water system due to improperly installed waterline couplings, and water leaking into the electronics equipment (EE) bays from above the floor in the main cabin, resulting in water on the equipment in the EE bays. This AD requires replacing the potable waterline couplings above the forward and aft EE bays with new, improved couplings. This AD also requires sealing the main cabin floor areas above the aft EE bay, installing drip shields and foam blocks, and rerouting the wire bundles near the drip shields above the equipment in the aft EE bay. We are issuing this AD to prevent a water leak from an improperly installed potable water system coupling, or main cabin water source, which could cause the equipment in the EE bays to become wet, resulting in an electrical short and potential loss of system functions essential for safe flight.
2001-09-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -300 series airplanes, that currently requires repetitive inspections to detect cracking in the radii on the support angles on the lower jamb (latch lug fittings) of the main deck cargo door, and replacement of cracked parts. This amendment adds a requirement for installation of redesigned lower jamb latch support angles in the main cargo door surround structure, which would terminate the repetitive inspections. This amendment is prompted by the development of a modification that will provide better protection of the subject area against effects of structural fatigue. The actions specified by this AD are intended to prevent in-flight separation of the main deck cargo door from the airplane due to fatigue cracking on the support angles on the lower door jamb.
47-25-06: 47-25-06 GLOBE: (Was Mandatory Note 10 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 3 to 157 Inclusive, and Number 159. Compliance required prior to August 1, 1947. Remove the carburetor flexible air duct, P/N 11-440-3405 and metal air intake scoop, at point of attachment at rear right engine cylinder and outboard connection to the right exhaust heater shroud. Replace with flexible air duct, Globe P/N 11-440-3648, and elbow, Globe P/N 11- 440-3729. This is necessary to prevent collapsing of the air duct when the carburetor air heater is used. (Globe Customer Service Maintenance Bulletin No. 5 covers this same subject.)
2022-24-11: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report indicating that foreign object debris (FOD) could have been introduced during rework of certain engine fire shutoff switches (EFSSs). This AD requires determining the serial number of the left and right EFSS and replacing affected parts. This AD also limits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-09-17: This amendment supersedes an emergency airworthiness directive (AD) that was sent previously to all known U.S. owners and operators of CFMI CFM56-5C turbofan engines by individual letters. That action required within 10 days after receipt of that emergency AD, an initial inspection of the fuel manifold for wear or chafing; and an initial inspection of the CJ9L harness for correct installation, for clamp wear and to verify a minimum clearance between the CJ9L harness and the fuel manifold. That action also required repetitive inspections of the fuel manifold, clamps, and the CJ9L harness within every 500 hours time in service until new configuration clamps are installed on the harness. This amendment requires the same inspections, and adds inspection requirements for the manifold, clamps, and the CJ10L harness, and clamps on the other side of the engine. The actions specified in this AD are intended to prevent fuel leakage on the hot section or in the primary fire zone of the engine which may result in an engine fire and subsequent damage to the airplane.
2001-09-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727-100, -100C, and -200 series airplanes, that, for certain airplanes, requires a one-time inspection of certain fuselage circumferential skin joints to determine the type of fasteners installed, and replacement of any aluminum fasteners with steel fasteners, if necessary; or modification of certain fuselage circumferential skin joints; as applicable. For certain other airplanes, this amendment also requires repetitive inspections to detect corrosion, sealant deterioration, cracking, or disbonding; repair, if necessary; and modification of certain fuselage circumferential skin joints. This amendment is prompted by reports of corrosion between the body skins and cold-bonded doublers at the fuselage circumferential skin joints. The actions specified by this AD are intended to prevent delamination of the cold-bonded doublers, which could result in corrosion of the body skins and doublers, and consequent reduced structural capability of the fuselage circumferential skin joints.
2016-13-13: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation Model BAe.125 Series 1000A and 1000B airplanes and Model Hawker 1000 airplanes. This AD was prompted by reports of inadvertent stowage of the thrust reversers, which can result in high forward engine thrust even though the throttle is commanding reverse thrust. This AD requires installing kits that include relays, associated wiring, and a thrust reverser fail annunciator. We are issuing this AD to prevent inadvertent stowage of the thrust reversers, which could cause a runway overrun during a rejected takeoff or landing, and consequent structural failure and possible injury to occupants.
2010-22-04: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires a detailed inspection for certain defects of the upper fasteners of the aft mount support fittings of the left and right engines, and corrective actions if necessary. This new AD requires repetitive replacement of the upper row of fasteners of the support fittings of the engine aft mount with new fasteners; and repetitive general visual inspections for defects of the lower row fasteners (Row B) of the support fittings of the left and right engine aft mounts, and replacement of all clearance fit fasteners in the lower row if necessary. This AD was prompted by reports of loose, cracked, or missing fasteners in the aft mount support fitting of the left and right engines. We are issuing this AD to prevent loose, cracked, or missing fasteners in the engine aft mount support fittings, which could lead to separation of the support fittings from the pylon, and could result in separation of the engine from the airplane.
73-21-03: 73-21-03 BELL: Amdt. 39-1732. Applies to Model 206A and 206B helicopters, serial numbers 4 through 1097, certificated in all categories, equipped with vertical fin support forgings, P/N's 206-031-417 and -418. Compliance required within the next 50 hours' time in service after the effective date of this A.D., unless already accomplished. To detect possible fatigue cracks in the vertical fin support forgings in the area of the fin attachment nut plates, accomplish the following: (a) Remove the vertical fin in accordance with paragraph 8-47, Section VIII of the 206A/B Maintenance and Overhaul Instructions. (b) Remove the paint in the area of the fin attachment nut plates (4 places). (c) Inspect for cracks, using a dye penetrant or equivalent inspection method. (d) If cracks are found in either support forging, the cracked forging must be removed and replaced prior to further flight. (e) If no cracks are found, inspect the four holes for thread marks. Any marks must be removed in accordance with Bell Helicopter Company Service Bulletin No. 206-01-73-5, Part I, paragraph 5, dated June 27, 1973, or later FAA approved revision. Apply a coating of zinc chromate primer or other suitable corrosion protection. (f) Reinstall the fin in accordance with paragraph 8-49, Section VIII of the 206A/B Maintenance and Overhaul Instructions. (g) This A.D. is not applicable if the vertical fin support forgings have been replaced in accordance with Bell Helicopter Company Service Bulletin No. 206-01-73-5, Part II dated June 27, 1973, or later FAA approved revision. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P.O. Box 482,Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective November 15, 1973.
2001-09-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A310-324, A310-325, and A300 B4-622R series airplanes equipped with Pratt & Whitney PW4000 series engines. This action requires revising the Airplane Flight Manuals (AFM) for the Model A310 and Model A300-600 series airplanes. This action is necessary to prevent acceleration and climb performance less than that specified in the AFM, which could result in runway overruns or impact with obstacles or terrain. This action is intended to address the identified unsafe condition.